EP3850245B1 - Transmission automatique comprenant un ralentisseur - Google Patents

Transmission automatique comprenant un ralentisseur Download PDF

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Publication number
EP3850245B1
EP3850245B1 EP19769396.3A EP19769396A EP3850245B1 EP 3850245 B1 EP3850245 B1 EP 3850245B1 EP 19769396 A EP19769396 A EP 19769396A EP 3850245 B1 EP3850245 B1 EP 3850245B1
Authority
EP
European Patent Office
Prior art keywords
automatic transmission
retarder
transmission
console
connecting lines
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP19769396.3A
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German (de)
English (en)
Other versions
EP3850245A1 (fr
Inventor
Rainer Fähnle
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Voith Patent GmbH
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Voith Patent GmbH
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Publication date
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Publication of EP3850245A1 publication Critical patent/EP3850245A1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0412—Cooling or heating; Control of temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/08—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels using fluid or powdered medium
    • B60T1/087—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels using fluid or powdered medium in hydrodynamic, i.e. non-positive displacement, retarders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D57/00—Liquid-resistance brakes; Brakes using the internal friction of fluids or fluid-like media, e.g. powders
    • F16D57/04—Liquid-resistance brakes; Brakes using the internal friction of fluids or fluid-like media, e.g. powders with blades causing a directed flow, e.g. Föttinger type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02026—Connection of auxiliaries with a gear case; Mounting of auxiliaries on the gearbox

Definitions

  • the invention relates to an automatic transmission with a retarder for use in a motor vehicle drive train.
  • transmission units in particular automatic transmissions, include a retarder. That's it DE 10 2016 218 114 A1 a corresponding automatic transmission with a retarder is known, in which the retarder is positioned on the transmission output side.
  • FIG. 10 shows how the retarder is positioned in the coupling scheme. The rotor of the retarder is coupled directly to the output shaft of the gearbox, so that the rotor always turns the output speed of the gearbox, which is transmitted to the drive axle. Such a retarder is called a secondary retarder.
  • a transmission with a heat exchanger is also known, which is assigned to the output side of the transmission and which is at least indirectly connected to the transmission via connecting lines.
  • integrated operating medium-carrying channels are provided, which extend at least over part of the axial extension of the housing to the output-side end face of the transmission.
  • a bracket with integrated ducts is disclosed, which is provided for fastening the heat exchanger, the ducts for connecting the operating medium-carrying ducts in the transmission to those in the heat exchanger being provided.
  • the connections and the attachments are standardized in terms of type and dimensioning and have a complementary design.
  • the separation of the functions of converter and retarder is also known. Both functions can be easily optimized. Furthermore, also transmission units known with more than one heat exchanger. In this case, the heat exchangers are assigned to different cooling circuits. Thus, one cooling circuit can be provided for a hydrodynamic circuit and the other for cooling the control.
  • Transmissions of this type generally have a common oil circuit with an oil sump from which the oil for the converter function, the retarder function and the transmission lubrication is taken. Furthermore, different arrangements are known, such as the converter, the retarder or a converter-retarder combination are arranged in the transmission.
  • One of the objects of the invention is to propose an improved structure for an automatic transmission in which a converter and a retarder are integrated.
  • An automatic transmission with a retarder for use in a motor vehicle drive train which includes a transmission housing with a motor flange connection cover and a transmission output cover, and a heat exchanger console, which is arranged on the transmission output side (A), with connecting lines being provided, by means of which a heat exchanger, which is arranged on the heat exchanger console, is connected to the automatic transmission.
  • the retarder comprises a rotor housing and a stator housing, which form the transmission output cover.
  • the housing of the retarder thus forms the closure of the transmission on the transmission output side.
  • This arrangement of the retarder means that less heat is introduced into the transmission during retarder operation.
  • the cover can be optimized for cooling, e.g. by attaching cooling fins. Another advantage is the relatively small distance to the heat exchanger on the gearbox output side.
  • the connecting lines are arranged in an integrated manner in the stator housing.
  • the stator housing can be designed as a cast part, for example, with the connecting lines being cast as channels in the cast part. It is also conceivable that the connecting lines are routed in sections through pipes or hoses that are integrated in the stator housing or run inside the rotor housing part.
  • stator housing can have a first and second connection level, with the outlets of the connecting lines ending in the connection levels.
  • connection levels form contact surfaces to which further components can be connected.
  • the heat exchanger console can comprise a console which is coupled to the stator housing in the first connection plane.
  • further sections of the connecting lines can be integrated in the console.
  • the console can be designed in two parts, with the connecting lines, the supply line, being integrated in the first console and the connecting lines, the return line, being integrated in the second console.
  • Channels are therefore preferably arranged at least partially, preferably completely, in the wall of the holder.
  • the brackets can be designed as cast parts, for example.
  • valve block can be provided in the transmission housing, with the valve block being connected to the heat exchanger via the connecting lines.
  • valve block can preferably be coupled directly to the stator housing part in the second connection level, with the connecting lines being arranged in a manner complementary to the valve block connections.
  • channels can be provided in the stator housing, which are connected to the retarder working space, which is formed by the rotor and the stator. These channels can also be integrated into the stator housing. These channels can also be coupled to the valve block in the second connection level via complementary connections, so that the retarder working chamber can be filled with oil and emptied.
  • all of the channels or connecting lines required for the retarder function are integrated in the stator housing. Furthermore, connecting lines are integrated in the stator housing, which are necessary for connecting the heat exchanger to the transmission, in particular the oil sump of the transmission.
  • the converter is also supplied with oil for converter operation from the oil sump. In torque converter operation as well as in driving operation, oil is made available from the oil sump and must then be cooled.
  • the required connection to the heat exchanger also takes place via connecting line sections which are integrated in the stator housing.
  • the second connection level can have a valve block coupling area in which the connection lines and the channels can be connected to the valve block.
  • the valve block coupling area is therefore a sub-area in the second connection level, in which all connecting lines are arranged relatively close to one another, so that the valve block is compact can be executed.
  • the valve block includes valves for controlling the retarder function, the converter function and the oil sump cooling function while driving.
  • the stator housing according to the invention enables a very compact and simple structure of the transmission due to its arrangement and integration into the structure of the transmission. Furthermore, the assembly of the transmission is significantly simplified by this structure. The number of components required is reduced considerably and the number of coupling points or connection points between two line sections is reduced, so that improved leak tightness is achieved.
  • the output shaft can be mounted in the retarder, with a first bearing being able to be arranged in the stator housing and a second bearing being able to be arranged in the rotor housing.
  • the rotor can be arranged between the bearings, the inner rings of the bearings and the rotor being braced against one another by means of a clamping screw.
  • FIG 1 shows the coupling scheme of an automatic transmission with retarder.
  • the transmission housing consists of the motor flange connection cover 4, the actual transmission housing 2, in which the converter 5 is also located, and the retarder housing, composed of the stator housing 7 and the rotor housing 9.
  • the rotor 20 of the retarder 3 is directly connected to the output shaft 7 rotatably coupled.
  • FIG 2 a view of the output side A of the automatic transmission with the heat exchanger console 10 is shown.
  • the advantageous structure of the transmission can be seen from this view, in particular the essential arrangement of the stator housing 8.
  • the stator housing 8 separates the transmission part and the converter of the automatic transmission from the retarder.
  • the retarder or the stator housing 8 and the rotor housing part 9 forms, so to speak, the transmission output cover through which the output shaft 7 is guided to the outside.
  • the outer contour of the stator housing 8 essentially corresponds to the contour of the transmission housing 2.
  • the heat exchanger bracket 10, which is composed of two bracket parts 24a, b and the heat exchanger 11, is coupled directly to the stator housing 8 or screwed onto it.
  • the heat exchanger 11 is designed as a 2-flow heat exchanger, with the two channels being connected through the heat exchanger 11 via connecting lines 12b, 13b, 14b, 15b integrated into the brackets.
  • the feed lines 12b and 13b are integrated in the first console part 24a and the return lines 14b and 15b in the second console part 24b.
  • the cooling water connections 28a, b are connected to the cooling water circuit of the motor vehicle, not shown here.
  • FIG 3 shows a sectional view through the retarder housing. From this representation it can be seen that the stator housing 8 has two essential connection planes 25 a and b. In the connecting plane 25b is the transmission housing 2 with the stator housing 8 and in the connecting plane 25a the console parts 24a and b are coupled to the stator housing 8. The components are preferably connected by screwing, with a sealing element being arranged in each case in the connecting planes 25a and b between the components or between the connecting line sections.
  • the two return lines 14a and 15a can be seen, which run transversely to the longitudinal axis of the transmission in the cutting area and are cast into the component.
  • the oil supply channel 16 and the oil return channel 17, which essentially run around the retarder working chamber 26, are shown.
  • the working chamber is filled with working medium, oil, via the oil feed channel 16 and the oil returns from the oil return channel 17 to the heat exchanger 11 in order to be cooled again.
  • the general function of the retarder is known from the StdT and does not need to be explained in more detail here.
  • a first bearing 21a is arranged in the stator housing 8 and a second bearing 21b in the rotor housing 9 for storage.
  • the rotor 20 is arranged between the bearings 21a and b, the inner rings of the bearings 21a and b and the rotor 20 being braced against one another by means of a clamping screw 29 .
  • a shaft sealing ring 30 is provided to seal off the transmission from the environment.
  • the retarder 3 comprising the two housing parts 8, 9, forms the transmission outlet cover, since sealing from the environment only takes place with the shaft sealing ring.
  • Leakage oil flows from the retarder and lubricating oil flows through the bearings are drained into the oil sump located in gearbox housing 2.
  • the retarder is also ventilated within the gearbox housing, so that no oil from the retarder escapes into the environment.
  • FIGs 4 and 5 show the stator housing 8 from both sides, ie with a view of the two connection planes 25a and b. Once are in figure 4 the line ends for connecting the heat exchanger console 24a, b and in figure 5 to see the line ends for connecting the valve block, the valve block not being shown in detail here either.
  • the supply lines 12a and 13a which are connected to the heat exchanger via the lines 12b and 13b in the console 24a, end on the right-hand side in the connection plane 25a, and the return lines 14a and 15a through which the cooled oil from the heat exchanger end on the left-hand side 11, via the return lines 14b and 15b in the console 24b, from which it is returned to the heat exchanger.
  • connection plane 25b shows that all the line connections 12a to d and the channel connections 16 to 18 are positioned in one area, the connection area 27 for the valve block.
  • the lines 14a and 15a are routed from one side to the other in the stator housing, also illustrated here by the arrows.
  • connection or the coupling of the valve block to the stator housing 8 and the exact connection area 27 for the valve block are only shown here as an example.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • General Details Of Gearings (AREA)

Claims (12)

  1. Transmission automatique (1) pourvue d'un ralentisseur (3), à utiliser dans une chaîne cinématique de véhicule automobile, comprenant un carter de transmission (1) pourvu d'un couvercle de raccordement de flasque moteur (4) et d'un couvercle de sortie de transmission (8, 9) et une console d'échangeur thermique (10) qui est disposée du côté sortie de transmission (A), dans laquelle des conduites de connexion (12a, b ; 13a, b ; 14a, b ; 15a, b) sont prévues au moyen desquelles un échangeur thermique (11), qui est disposé sur la console d'échangeur thermique (10), est connecté à la transmission automatique (1),
    caractérisée en ce que le ralentisseur (3) comprend une partie de carter de stator (8) et une partie de carter de rotor (9) qui constituent le couvercle de sortie de transmission, dans laquelle les conduites de connexion (12a, 13a, 14a, 15a) sont intégrées dans le carter de stator (8).
  2. Transmission automatique (1) selon la revendication 1, caractérisée en ce que le carter de stator (8) présente un premier et un deuxième plan de connexion (25a, b), dans laquelle les sorties des conduites de connexion (12a, 13a, 14a, 15a) se terminent dans les plans de connexion (25a, b).
  3. Transmission automatique (1) selon la revendication 1, caractérisée en ce que la console d'échangeur thermique (10) comprend une console (24a, b) qui est couplée au carter de stator (8) dans le premier plan de connexion (25a).
  4. Transmission automatique (1) selon la revendication 1, caractérisée en ce que les conduites de connexion (12b, 13b, 14b, 15b) sont intégrées dans la console (24a, b).
  5. Transmission automatique (1) selon la revendication 1, caractérisée en ce que la console (24a, b) est réalisée en deux parties, dans laquelle les conduites de connexion (12b, 13b), la conduite d'amenée, sont intégrées dans la première console (24a) et les conduites de connexion (14b, 15b), la conduite de récupération, sont intégrées dans la deuxième console (24b).
  6. Transmission automatique (1) selon la revendication 1, caractérisée en ce qu'un bloc de soupapes (23) est prévu dans le carter de transmission (2), dans laquelle le bloc de soupapes est connecté à l'échangeur thermique (11) par l'intermédiaire des conduites de connexion (12a, b ; 13a, b ; 14a, b ; 15a, b) .
  7. Transmission automatique (1) selon la revendication 6, caractérisée en ce que le bloc de soupapes (23) est couplé directement à la partie de carter de stator (8) dans le plan de connexion (25b), dans laquelle les conduites de connexion (12a, 13a, 14a, 15a) sont disposées de manière complémentaire aux raccords de bloc de soupapes.
  8. Transmission automatique (1) selon la revendication 1, caractérisée en ce que dans la partie de carter de rotor (8), des canaux (16, 17, 18) sont prévus qui sont connectés à l'espace de travail de ralentisseur (26) qui est formé par le rotor et le stator.
  9. Transmission automatique (1) selon la revendication 2 et 8, caractérisée en ce que les canaux (16, 17, 18) dans le deuxième plan de connexion (25b) sont couplés au bloc de soupapes (23) par des raccords complémentaires de sorte qu'il est possible de remplir d'huile l'espace de travail de ralentisseur (26) et de vidanger l'huile.
  10. Transmission automatique (1) selon la revendication 2, caractérisée en ce que le deuxième plan de connexion (25b) présente une zone de couplage de bloc de soupapes (27) dans laquelle les conduites de connexion (12a, 13a, 14a, 15a) et les canaux (16, 17, 18) peuvent être connectés au bloc de soupapes.
  11. Transmission automatique (1) selon la revendication 1, caractérisée en ce qu'un arbre de sortie (7) est monté dans le ralentisseur (3), dans laquelle un premier palier (21a) est disposé dans le carter de stator (8) et un deuxième palier (21b) est disposé dans le carter de rotor (9).
  12. Transmission automatique (1) selon la revendication 11, caractérisée en ce qu'un rotor (20) du ralentisseur (3) est disposé entre le deuxième palier (21b) et le premier palier (21a) dans le carter de stator (8), dans laquelle les bagues intérieures des paliers (21a, b) et le rotor (20) sont serrés les uns contre les autres au moyen d'une vis de serrage (29).
EP19769396.3A 2018-09-13 2019-09-05 Transmission automatique comprenant un ralentisseur Active EP3850245B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018122335.8A DE102018122335A1 (de) 2018-09-13 2018-09-13 Automatgetriebe mit Retarder
PCT/EP2019/073656 WO2020053055A1 (fr) 2018-09-13 2019-09-05 Transmission automatique comprenant un ralentisseur

Publications (2)

Publication Number Publication Date
EP3850245A1 EP3850245A1 (fr) 2021-07-21
EP3850245B1 true EP3850245B1 (fr) 2023-01-18

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Application Number Title Priority Date Filing Date
EP19769396.3A Active EP3850245B1 (fr) 2018-09-13 2019-09-05 Transmission automatique comprenant un ralentisseur

Country Status (4)

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EP (1) EP3850245B1 (fr)
CN (1) CN112689721A (fr)
DE (1) DE102018122335A1 (fr)
WO (1) WO2020053055A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102019214840A1 (de) * 2019-09-27 2021-04-01 Zf Friedrichshafen Ag Anordnung eines Getriebes und eines Wärmeübertragers
DE102021115401A1 (de) 2021-06-15 2022-06-30 Voith Patent Gmbh Getriebegehäuse mit integrierten Ölkanälen

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016218114A1 (de) * 2016-09-21 2018-03-22 Voith Patent Gmbh Verfahren zum Schalten eines Automatgetriebes

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2159598T3 (es) * 1994-12-16 2001-10-16 Voith Turbo Kg Unidad motriz.
DE4445024A1 (de) * 1994-12-16 1995-06-08 Voith Turbo Kg Antriebseinheit
DE10058111B4 (de) * 2000-11-23 2010-08-05 Zf Friedrichshafen Ag Automatgetriebe
DE10314733A1 (de) * 2003-03-31 2004-10-28 Voith Turbo Gmbh & Co. Kg Getriebe-Wärmetauscher-Einheit
DE102006023525A1 (de) * 2006-05-19 2007-11-29 Zf Friedrichshafen Ag Kühlmittelführung für einen Retarder, insbesondere einen hydrodynamischen Retarder eines Kraftfahrzeugs
DE102007029018A1 (de) * 2007-06-23 2009-01-02 Voith Patent Gmbh Hydrodynamische Maschine
DE102017100671A1 (de) 2017-01-16 2018-07-19 Voith Patent Gmbh Verfahren zur Optimierung einer Schaltstrategie

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016218114A1 (de) * 2016-09-21 2018-03-22 Voith Patent Gmbh Verfahren zum Schalten eines Automatgetriebes

Also Published As

Publication number Publication date
EP3850245A1 (fr) 2021-07-21
WO2020053055A1 (fr) 2020-03-19
CN112689721A (zh) 2021-04-20
DE102018122335A1 (de) 2020-03-19

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